Train-control apparatus



`l 14, 1935. F. .1. SPRAGUE ,001,163

TRAIN CONTROL APPARATUS Original Filed Dec. 3l, 1914 8 Sheets-Sheet l llrlmlml Q ORA/E149 Mx' 14,` 1935, F. J. sPRAGUE `2,001,163

l TRAIN CONTROL APPARATUS Original Filed Dec. 3l, 1914 8 Sheets-Sheet 2 A TORNE-Ys.

May 14, 1935 F. J. SPRAGUE TRAIN CONTROL APPARATUS Original Filed Deo. 31, 1914 8 Sheets-Sheet 5 l AT RNEYS.

May 14, 1935.

F. J. SPRAGUE TRAIN CONTROL APPARATUS Original Filed Dec. 31, 1914 A TORNYS.

8 Sheets-Sheet 4 May 14, 1935 F. JJSPRAGUE l TRAIN CONTROL APPARATUS original Filed Des. 31, 1914l e sheets-sheet 5 RELMSE ATTORNEYS.

May '14, 1935.

F. J. sPRAGuE 2,001,163

TRAIN CONTROL APPARATUS Original Filed Dec. 3l, 1914 8 Sheets-Sheet 6 HQE.

, Ilm '-//3 /-7 5 z-g A TTORAIfYS.

May 14, 1935. F. .1. sPRAGUE 2,001,163

TRAIN CONTROL APPARATUS Original Filed Dec. 3l, 1914 8 Sheets-Sheet '7 May 14, 1935. F. J. sPRAc-z-UE 2,001,163

TRAIN CONTROL APPARATUS Original Filled Deo. 3l, 1914 8 Sheets-Sheet 8 ZM? TOR/9 A TTORNE Ys.

Patented May 14, 1935 PAT-ENT oFFicE TRAIN- CONTROL APPARATUS Frank J. Sprague, New York, N. Y., assignor to General Railway Signal Company, New York, N. Y., `a corporation of New York Original application December 3l, 1914:, Serial No. 879,939, now Patent No. 1,780,148, dated October 28, 1930. Divided and this application August 24, 1927, Serial No. 215,119. In Canada December 29, 1915 41 Claims.

5 od of and apparatusiorcontrol of train movement, and the subject-matter hereof formsa part of the apparatus disclosed in the aforesaid prior application.

`The object of my present invention is to provide suitable automatic and track actuated devices associated and cooperating with standard braking equipment, for example, the Westinghouse valve by means of which the brake pipe of the braking system may be automatically vented without interference with further and additional venting `thereof through the usual manual means.

`A further .object of' my invention is to provide means whereby the engineer of a train may through proper action forestall `or `modify the actuation of the automatic braking equipment.

iinother object is to provide means in combination with the forestallng means for automatic resetting, without track impulse, of the brake initiating means.

Other objects of my invention willappear from the `following speciiications and claims.

The automatic air brake system upon which my invention is` herein shown as superimposed, is the ordinary form embracing what is known as the Westinghouse G6 engineersv valve, this valve being chosen for simplicity of illustration and without intended limitation. It comprises the following elements:

(a) One or moremain reservoirs of large ca.

\ pacity carried on the locomotive, in which is normally maintained a volume of air under high pressure, varying on different equipments from 90. to pounds, which air* is supplied by an automatically controlled steam or electric pump.

(b) A pipe system consisting of air pipes individual to each car, joined continuously from car to car by detachable flexible hose couplings, this system being supplied with pressure air from the main reservoir through a feed. Valve by which the air therein is normally maintained at a fixed pressure usually l0 or more pounds less than that4 ci` the main reservoir.

1 (c) The engineers valve, with its equalizing chamber and reservoir, is connected to the air supply and the brake pipe system, and controls the latter, its function depending upon the position of the handle of the valve. The rotary element of the G5 valve normally has iivepositions,

namely: running when air from the main reservoir is permitted to feed through the automatic feed valve into the brake pipe to make up any loss, and to maintain therein a fairly constant pressure; release when air from the main reservoir is permitted to flow directly through the brake pipe system to charge it after it has been exhausted; lap, which, with the two remaining positions, is oppositely disposed from the release position,when all ports in the rotary valve are blanketedthere being no. feeding of air from the main reservoir into the brake pipe and no escape of air from the equalizing reservoir; service, when the air supplied from the main reservoir through the feed `valve is blanketed from the brake pipe, and air from the latter is permitted to escape into free air through a port controlled by equalizing piston which is indirectly controlled by the` rotary element vcf the valve through diiierential air pressures; and. nally, emergency position in which the. air from the main reservoir through the feed valve is blanketed from the brake pipe, but therair in the latter is allowed free escape into atmosphere.

(d) The brake cylinders, in which move, against `spring resistance, the pistons and rods connected with the foundation gear of the brake rigging, to force the brake shoes against the car wheels with a varying pressure, depending upon theY handling of the engineers valve.

(e) Auxiliary reservoirs individual to each car, normally charged with air at the same pressure of the brake pipe and through the triple valves supplying air directlyv to the brake cylinders Y when required. i

(f) Plain or quick-action triple valves individual to each car, these forming the connecting that in the brake pipe, the latter lagging slightly during reduction.

VariousYinodiflcations of the above outlined air braking are extant including among others the adjunct of straight air braking and independent locomotive braking with slight changes in the system to meet these adjuncts; also operation of the brake system by electrical control; but for the purpose of this applicationit is not necessary to describe these in detail although my system is applicable to practically all of them.

All of the operations of braking, whether the making of small or large service applications of air or full emergency applications, are eiected by variations of air pressure in the brake pipe, in variable times and amounts depending upon the character of braking, and the release is eilected by recharging the brake pipe and bringing it pressure back to normal.

All normal braking is initiated and controlled by the engineer through the engineers valve, and such normal braking provides when brakes are applied, rst, for cutting off connection between the main reservoir and the brake pipe system; second, service application of the brakes, controlled as to rate of application and amount of air reduction in the brake pipe, the time being perhaps half a minute and the reduction anywhere from 3 or 4 to 20 or 25 pounds; and third, emergency application by free exhaust from the brake pipe to atmosphere, the time occupied being but a few seconds, and the resultant more violent braking being the maximum possible under the existing conditions of air pressure in the brake pipe.

In service applications on modern systems the engineer does not directly open an exhaust from the brake pipe to atmosphere, but he makes a more or less limited or restricted opening from an equalizing chamber in the bottom of his valve, which is connected with the equalizing reservoir to get a volume of air to handle, and thereby renement in making air reductions; this reduction of air in the equalizing chamber in turn lifts an equalizing piston by differential air pressure, which when lifted opens the brake pipe to atmosphere through the service port, and when, following the closure of the service controlling po-rt in the engineers rotary valve, the air on the upper and lower sides of the equalizing piston controlling the service port is egualized in pressure, the brake pipe opening is automatically closed.

In making an emergency application, however, the engineers valve provides for a direct exit from the brake pipe through a diierent and larger port, and the reduction of air pressure in the brake pipe is very sudden. It acts rst on the nearest car, and then, because not only of the air reduction due to the escape of air through the engineers valve, but likewise because of the emptying or part of the air of the brake pipe into the brake cylinder through the triple valve when suddenly operated under emergency conditions, there is effected a very quick reduction of air pressure in the second car, and so on in each car of the train in rapid sequence, the application of the brakes under emergency application taking place, not simultaneously (except where electric control is introduced) but in very rapid succession, 40 or 50 cars having emergency brakes applied in a very few seconds.

The construction and operation of the automatic air brake system will be more fully gone into in connection with the drawings.

In carrying out my invention I have provided an engineers automatic valve head which replaces the upper valve body of the usual engineers valve, being interchangeable upon the lower valve body, and it is the only part of the existing air brake system that is physically altered by the installation of the safety control equipment.

Its mechanism is brought into play through suitable agencies operated when danger conditions exist through instrumentalities on the track and on the train. It does not interfere with any of the present movements of functions of the engineers brake valve, so far as manual operation is concerned. Up to the time an automatic application is initiated, and even then, it does not interferewith the manual application of the brakes, though as hereafter pointed out, it tends for a period to oppose the release of the brakes when automatically applied.

I'he automatic valve head is pneumatically operated but under electric control, for the purpose of placing the engineers valve handle and rotary valve in a non-charging position, preferably lap position, immediately prior to the automatic venting of the brake pipe, to avoid other than manual releasing of the brakes; and, in one form, through the movement of its motor or driving yoke, it opens an outlet or pilot valve to free atmosphere.

. After the engineers valve handle and rotary valve have been automatically placed in lap position, they are so retained by pneumatic pressure lor a period of time co-incident with the energization of a controlling magnet, after which the pneumatic pressure is again released. However, regardless of whether the pneumatic pressure is applied to or released from the brake Valve handle and rotary valve, the latter can only be returned to release position by manual operation.

I have further provided means whereby the engineer may, if he has taken advantage of a signal indication-displayed in the cab or from the waysidewithin the lapse of time allowed prior to the automatic brake application, by proper action prevent such brake application from taking eiect.

For this purpose I have provided electric circuits under manual control of the engineer and eiective only prior to the starting of the automatic brake application to remove the automatic brake controlling means from the influence of the track impulse.

However, to preclude possible misuse of this brake -preventing or forestalling means by holding or nxing them in their operative position, I have connected them with the engineers brake handle so as to be effective only in certain of its positions and only under speciiied conditions, as shall be more fully described in these specifications.

I have also provided means in combination with the manual forestalling means whereby the electric circuits and devices of the automatic brake control equipment will be automatically restored to normal condition without the receipt of any additional track impulse, that is, from an energy source or means within the locomotive itself.

Referring to the accompanying drawings in which corresponding parts are designated by corresponding marks of referencer- Figure 1 is a diagrammatic View of an apparatus embodying my invention, forming the subjectmatter of this divisional application.

Fig. 2 is a central vertical section of a standard type of engineers valve, having mounted thereon in lieu of the standard head my electrically and pneumatically operated brake head.

Fig. 3 is a plan view of the structure shown in Fig. 2 with the cover removed, the valve itself being in running position (having been moved to that position from release) and its pneumatic actuator being inert.

Figs. 4 and 5 are fragmental but corresponding views, the valve in Fig. 4 being now in lap position and its pneumatic actuator energized, while in Fig. 5 the valve has been manually thereafter placed in emergency position.

Fig. 6 is a section through the controlling valve and the pneumatic actuator of the' engineers valve.

Fig. 7 is a plan and elevation of the driving yoke forthe engineers valve. i

Fig. 8 is a plan and elevationof the driven yoke.

Fig. 9 is a plan and elevation of one of the pistons of the actuator of the engineers valve.

Fig. 10 is a plan and elevation of all of the connecting rods. i

Fig. 10ar is a plan and elevation of the slack motion switch arm.

Fig. 11 is a diagram on a larger scalethan Fig. 1 .showing thecircuits and certain .parts controlled thereby that are shown in Fig. l. However, Fig. l1 shows the control circuit for the controlling valve asarranged on a closed circuit.

Figs. 12 to 14 are fragmental plan views of the engineers valve with the top removed `showing the arrangement of the electric contacts therein for the closed circuit` method, whereby Fig. 12 indicates the engineers valve and associated parts in the running position, Fig. 13 inthe position which they assumefin case of an Vautomatic brake application and Fig. 14 in the position which they assume when, to forestall an automatic brake application, the engineers'valve isbrought from service to lap position.

Fig. l5` shows a control circuit for the 'arrangement in Figs. 12-14.

The automatic brake system with my additions is illustrated in Figure 1. The main reservoir has a pipe connection 2 through which air is delivered into'it and `compressed therein by an .automatically `controlled pressure pump, not' shown. On the opposite side of the main reservoir is a pipe connection 3, which .leads` from 4the Amain reservoir into pipe 4, which vcommunicates with the passageway 5 in the engineers brake valve leading to chamber 6 in the top thereof (see Figi 2). The actual construction'of a portion of the standard G5 engineers brake valve,itogether with my additions thereto, isillustrated in Fig. 2, wherein the rotary'valve l rests on'its seat 8. The casing 9 Venclosing the rotary valve and its seat are of a standard. construction in respect to passageway 5 and chamber 6.

Considering now Fig. 1, the chamber 6 is shown diagrammatically in the center of the rotary valve 'l and the valve seat 8 is shownsurrounding the periphery of the rotary element in `place `of be-` neath it, the rotary elementitself being sho-wn with radiating passages and peripheral lcavities in place of the more or less vertical corresponding elements in the physical construction shown in Fig. 2. Thevalve body I (Figure 1) of the engineers brake valve contains passageways H, I2, I3 and I4, and an emergencyiexhaust'port I5, all communicating directly with the seat for the rotary valve l. In this seat is also chamber I6, which has no communication with the atmosphere except through the rotary valve, and va chamber I'I, which is in communication with the atmosphere through the emergency `exhaust port I; The passageways II and I2 lead respectively to and from a feed valve I8. In lthebottom of the engineers valve is an equalizing piston chamber i9. Passageways I3 and I4 lead to and from this chamber respectively at the top thereof. This chamber also atl its top is provided with a port 2G, and the bounding walls oi the chamber constitute a cylinder Within which reciprocates an equalizing piston 2|. The equalizing piston carries a service exhaust valve 22 23, leading to atmosphere on the one side, and

communicating with a passageway 24 leading to the underside of the equalizing piston 2 I and connectingalso with the passageway l2 to the valve and to the brake pipe.

Still considering Figure 1, the rotary valve l has three passageways 25, 2l and 23 radiating from chamber 6 and two cavities Zilrand 3l'on its periphery. Port 2t is the port by which communication is made between the equalizing pistonchamber I9 and the equalizing reservoir by means of a pipe 32. The brake pipe is connected with a triple valve by means of a pipe connection 35, and the triple valve is in turn connected with an auxiliary reservoir and a brake cylinder by means of port 39. The triple valve is the connecting link between the brake pipe, the auxiliary reservoir, the brake cylinder and free atmosphere. Its general lconstruction and operation are well known to those versed in the science of braking, and hence no detailed description of its operation is given here.

The spring retracted piston oi a brake cylinder is shown at 4t, this being the piston which forces the brake shoes against the car wheels, through the foundation gear of the brake rigging, not shown. The duplex gauge 33 above referred to is suitably connected with the main reservoir through a branch from pipe el and with the equalizing reservoir through a branch from pipe 32.

The rotary valve I is manipulated by mea-ns of a spindle 42 (see Figs. 2 and 3), and while this is shown as adapted for use my invention, it is Vpractically identical with the spindle of the ordinary .automatic brake system. The engineers handle 43 attached to the top of the spindie is the same as that used inthe ordinary automatic brake system. v

,Considering the ordinary practice and operation recited above with reference more speciiically to Figure 1,1the lve positions of the engineers brake valve-running,' lap, service, emergency and release-are indicated as follows Running position-In Figure l the rotary valve 'I is shown diagramatically in running position. The passageway 26 ofthe rotary element registers with the blind chamber it and is blanketed. The passageway Z3 is alscblanketed; but

the passageway 2l' registers with the passageway- Il in the valve body, and thus permits the ilow,

'exhaust valve 22 is maintained in its downward position, closing the service port 23. No air escapes irom the brake pipe and the brakes are free. v

Lap position-When the brake handle is lapposition (indicated in Fig. 4), the pa way 26 of the rotary valve registers only with the blind chamber It and is blankctedj the passageways 2l' and 23 are both blanketed. The passageways Ii, i3 and it, and the emergency exhaust port I5 are also blanketcd. 'lib is, therefore, no ilow of air from the main Yreservoir into the brake pipe, or the equalizing piston chamber either directly or through the feed valve,

and no flow of air from the equalizing piston chamber. On coming to lap position from service position the service exhaust valve 22, on equalization of pressure due to the drop of pressure in the brake pipe, is moved downward from the position it has at the commencement of the lap position of the engineers valve by its weight and a slight excess of total pressure of air above the equalizing piston, closing the service exhaust port 23 and after closing, it remains closed as long as lap position is maintained; in coming to lap position from running position the service port 23 is already closed.

Service position-When the brake handle is in the service position, indicated by dotted lines in Figs. 3, 4 and 5, the rotary yalve has rotated iurther counter-clockwise until the passageway M registers with the cavity 3i). The passageway E5 registers with the blind cavity I6 and is still blanketed. The passageways 2l and 28 also remain blanketed. As in lap position, the main reservoir is thus cut off from the feed valve, brake pipe, equalzing piston chamber i9 and the equalizing reservoir. The passageway i3 is also blanketed, and since the cavity SS registers both with passageway I4 and the emergency port le', the equalizing piston chamber and the equalizing reservoir are open to atmosphere. Service position is normally reached from or through lap position, i. e., a position in which the service exhaust port 23 is closed.

When the engineer makes a service application he reduces the pressure in the edualizing reservoir and the equalizing piston chamber by the number of pounds which he wishes to reduce in the brake pipe, which reduction of pressure will be indicated by one of the hands of the duplex air gauge 33, that hand being black in ordinary practice. As the pressure is reduced in the equalizing piston chamber, the air pressure in the brake pipe, acting on the underside of the equalizing piston raises it, together with the service exhaust valve 22, and opens the service exhaust port 23 to atmosphere, allowing the air to escape therethrough from the brake pipe. The rapidity with which the equalizing piston is thus raised depends upon the rapidity with which the differential between the pressure on top of the equalizing piston and on the bottom of the equalizing piston is made. So long as the equalizing reservoir and the equalizing piston charnber are open to atmosphere by the rotary valve being maintained in service position, the service exhaust port 23 will be held open, provided there is sufficient pressure in the brake pipe to maintain the equalizing piston in its upward position. The resulting drop of pressure in the brake pipe effects a movement of the triple valve to close the opening of the brake cylinder to atmosphere and places the brake cylinder into connection with the auxiliary reservoir so that pressure air therefrom enters the brake cylinder and moves its piston to apply the brakes with increasing pressure. This may continue until what is called the point of equalization is reached, that is, when the air in the brake cylinder and in the auxiliary reservoir is at the same pressure. In ordinary operation, however, the desired service braking is eiected before the point of equalization is reached. When the reduction desired in brake pipe pressure has been indicated by the gauge connected with the equalizing piston chamber and the equalizing reservoir, the engineer normally moves his handle into lap position. This movement blankets the ports as heretofore described and the venting of air from the equalizing piston chamber is discontinued and when the air in the brake pipe is reduced to the pressure or slightly below the pressure the equalizing piston chamber, the piston moves downwardly and closes the exhaust port 23. Thus the movementfrom service position to lap position discontinues the bleeding of the equalizing piston chamber air and places a limit upon the reduction of air in the brake pipe.

While in lap position after having made a service application, there being no port open by which air can enter or leave the brake pipe, the brakes will normally remain applied under this pressure until they have been released either by leakage, or by moving the rotary valve ordinarily into release (or possibly running) position, or untiladditional pressure has been applied to them by again moving the rotary valve to service or emergency position.

Emergency position-The emergency position of the engineers valve handle is illustrated in Fig. 5. This is the extreme braking position of the valve, and it is only possible to come to it from or through service position by moving the rotary valve counter-clockwise from the latter. This leaves the ports in the rotary valve still blanketed, although in a slightly different position, so that there is still no flow of pressure air into the brake pipe and the main reservoir is not bled. The emergency exhaust port l5 is connected through the cavity 29 with the passageway l2 so thatV a free passage is open from the brake pipe to atmosphere. The exhaust port l5 is also connected by the chamber Il and the cavity Sil with the passageways Eil and Il. This results in relieving the pressure on the top of the equalizing piston and prevents a possible jamming of the service exhaust valve. If at the time a service application has been effected the rotary Valve is moved to emergency position increased braking may be thereby caused.

Release position-The release position of the engineers valve handle is indicated by dotted lines in Figs. 3, 4 and 5. After the brakes have been applied it is only possible to come to release position from or through running position, by moving'the rotary valve clockwise until passageway l l is blanketed and air from the main reservoir is prevented from flowing into the feed valve; passageway 2S and cavity 29 both register with chamber l, cavity 28 also registers with passageways I3 and l2, and passageway 2'! registers with passageway I4. Air thus iiows freely from the main reservoir through passageways I3 and Ill to the equalizing piston chamber IS and thence to the equalizing reservoir; and through passageways I2 and 24 into the brake pipe, recharging both the equalizing reservoir and the brake pipe, releasing the brakes in the well known manner.

Release and running positions may be regarded as the charging positions, in that in both of them the main reservoir is either directly or indirectly'through the feed valve, in communication with the brake pipe and a transfer of air takes place from the former to the latter to create or maintain therein the proper pressure. In a like manner, service and emergency positions are both braking positions, in that they cause a reduction of brake pipe pressure, and together with lap position may be termed non-charging positions, in that in each of these positions communication between the main reservoir, and the brake pipe, the ecm'alizingpiston chamber, and equalizing reservoir is cut oii The construction, function and. operation of the triple valves in. controlling the application and release of the brakes and of the feed valves in maintaining the differential of pressure between the main reservoir and brake pipe system are in no way changed or affected by the application of my invention; and the function and operation of the engineers brake valve in manually applying and lreleasing the brakes when no automatic action occurs are likewise in no way changed or affected by the applicationof my invention; and the details of these `elements are not further illustrated or described herein, as their action; is

well known. i

I have illustrated my invention as superimposed upon the automatic air brake system just described, and as acting through that system in applying the brakes. As illustrated, the rotary valve casing 9, whichis substituted for the upper valve body of the ordinary engineers valve, contains means which normallyV operate on the spindle 42 to rotate the spindle and its attached rotary valve l to a non-charging position, preferably into lap position, this beingsupplemental to the engineers handle. In Figures 1 to 5 this `valve casing also contains means for effecting the initial outlet of air which effects a drop of pressure in the brake pipe by reducing the pressure in the equalizingreservoir and the equalizing piston chamber, to cause equalizing piston 2l to raise and open the service exhaust port 23.

For convenience reference is made to Patent No. Re. 16,395, July 27, 1926, issued to melon a divisional application of the original application Ser. No. 879,939, now matured into U. S.`L`etters PatentNo. 1,789,148, granted `October 28, 1930, for illustration of the lap,` release, service and emergency positions "of the G6 engineers valve above referred to also for a description of the constructionand operation of the valve 228 which latter is not claimed herein. Y

The engineers automatic valve head, while maintaining in all respects the normal function of the engineersvalve through the movement of` the rotary valve therein by the englneers handle to the various positions of release, running, lap, service and emergency, provides in addition for the automatic application tof the brakes, through the usual service exhaust port 23, while at the same time leaving' the engineer free to make further manual applications or under certain conditions to release his'brakes.

The amount of reduction of brake pipe pressure caused by this automatic application may be limited by the manual clockwisemovement of the engineers valve handle. The part lll shown in outline has to do with theinvention described and claimed in my original application Ser. No. 879,939, now matured into U.`S. Letters Patent No. 1,780,148, granted October 28, 1930, above identified, and forms no part of the invention of this divisional application.

It is not described or claimed herein and forthe purposes hereof pipes l2@ and 55.- may be considered as in open communication with each other.

` The engineers automatic valve head is electrically controlledand mechanically as well as manually operated and maintains the rotary valve in a non-charging position, e. g., lap position, during the automatic application, so that no air escapes fromthe mainfreserv'oir and enters the brake system therefrom.

This device being' interchangeable with 'the upper valve body of the ordinary engineers valve is consequently located in the engineers cab. While the normal. function is as stated above, it

in no way prevents the making oi manual brake applications through the manual movement of the engineers valve.

The construction of this valve head can conveniently be understood rby referring to Figs. 2 to 10 in connection with Figure 1.

` Casing!) is a flanged cylindrical casting interchangeably bolted to the lower valve body lil of the engineers valve. It is partitioned horizontally, and the lower portion constitutes a cylindrical recess, forming the chamber i and constituting a cover for the rotary valve l. The upper portion of the casing comprises an irregular. recess with a detachable cover (it which may be secured in placein any appropriate manner. The valvestem 42 of the rotary valve passes through the partition, which, at this point, is made in the form of and constitutes a bushing t i; thence through an aperture in the cover 60, above which the ordinary brake handle 53 is attached to the stem in the same manner as in the ordinary engineers` valve; The exterior of casing 9 is provided with a notched sector 62, which has the same relative position in respect to the rotary valve and brake handle as in the ordinary engineers valve.

Cast integral with or fastened to the upper o portion of the casing 9, are two motor cylinders 68 and 63', oppositely disposed but with axes parallel to each other. These cylinders are closed at the outer ends but opened at the inner ends, and within them reciprocate suitably packed trunk pistons 69 and 69' respectively, joined by connecting rods 'it and 'it' to a driving yoke 1I which is rotatively mounted on bushing 9i. Pins '52, l2 project'upwardly from` the driving yoke and engage the driven yoke '13, which is squared upon-the rotary valve stern above the bushing Eil and rotates the valve stem and with it the engineers brake handle and rotary valve counterclockwise when driven by the pins 72, l2. The driving yoke H is provided with an adjustable stop '14, i4 adjusted so that the limit of counterclockwise motion of the driving yoke places the driven yoke in lap position (see Fig. 4), but because the driving yoke engages the driven yoke on one side only the rotary valve is free to'be moved manually, through its spindle and the engineer's brake handle, to service or emergency position as may be desired. The motor cylinders and pistons are of such size that, while the rotary valve is moved to lap position and maintained there during automatic braking, it is not done so with such force as to make it impractical for the engineer to manually move the rotary valve (carrying with it the two yokes) to either release or running position should he so desire, so that the action of the motor cylinders is subordinated to this manual operation. Y

The motor cylinders are pneumatically connected behind their respective pistons by pipes 'i5 and l5' which connect through a three way coupling with a pipe 16 leading to a controlling valve 8), through which provision is made to connect the motor cylinders either with atmosphere direct through the upper part of the valve, or to pressureV air through the lower part of the valve, supplied through a pipe 89, a throttling valve 90 and a pipe 9i leading from the throttling valve to the chamber 6, as is shown in Figs. 2Y

and 3. As shown in Figure 1 the pipe 9| is directly connected with the pipe 4, a strainer 88 is interimposed on one side of the throttle and a capacity chamber 89' on the other side. The construction of the controlling Valve is illustrated in Fig. 6. It consists of a double face section 8| with a connection 82 from its center to pipe l. In this section are centered two suitably faced poppet valves 83 and 34 which are oppositely disposed, and whose valve stems, passing through guiding apertures in section 8|, are in contact at their ends, which are oppositely rounded. The lower of these valves 84 is normally held against its valve seat 84 by spring 85, reinforced by air pressure when the system is charged, and hence is normally closed; and in this position it lifts the upper poppet valve S3 from its seat 83 and raises plunger 85. The contacting faces of the upper valve 83 and its plunger are also oppositely rounded. Conversely, when the upper poppet valve 83 is pressed downward by the plunger 85 against its valve seat S3' and is closed, the lower poppet valve is forced downward into its guide 89 and is opened. Both valves are enclosed in housings, in the upper oi which provision is made for exit to atmosphere through ports 87, 87, and with the lower of which the throttling valve 96 and any capacity pipe or chamber if needed, is conveniently connected, as by pipe 89. To permit free circulation of air when the valves are opened their stems are iiattened on three sides, as indicated and the valves fit loosely in their respective housings.

The controlling valve, therefore, comprises in brief, two oppositely disposed poppet Valves, arranged in tandem, one of which is normally opened and the other of which is normally closed. The rounded surface of the valve stems above mentioned eliminate possibly improper seating oi the valve faces. The position of the valve shown in Fig. 6 is its running position, i. e., the valve is in readiness for operation to admit pressure air to the motor cylinders for an automatic application of the brakes. When at rest no air from the main reservoir passes through the Valve to the motor cylinders 38, B', but air from the motor cylinders is allowed free escape to atmosphere past poppet valve 83 through the ports 8l, 81. When the automatic braking is initiated the poppet valves are moved from their upper or running position to their lower position, and the passageway from pipe 'i6 to atmosphere is then closed so that no air escapes from the motor cylinders, but air at main reservoir pressure is admitted to the motor cylinders through the open poppet valve 84.

The throttling valve Sil, which is also illustrated in Fig. 6 as an adjustable needle valve, governs the rate of supply of pressure air from the chamber 6 to the controlling valve and thence to the motor cylinders. In Figure 1 the pipe 89 is illustrated as being enlarged, forming a capacity reservoir 89'. This capacity reservoir merely assures ample volume of air to act on the pistons 69 and 69 when the controlling valve Sil is thrown from normal to braking position, so as to promptly overcome the locking of the engineers handle on the sector notches. It permits a more liberal opening of the throttle valve without the danger of throwing the rotary valve past lap position.

A strainer or dust separator 88 should be provided in the air line preceding the throttling valve 90. This is indicated diagrammatically in Figure l.

An arm lies over the plunger 85 of the controlling valve and has one end pivotally mounted at 95 to the casing. 9, and its other end is pivotally and adjustably attached to an armature 96 through a link 91 and a screw piece 98. The armature is actuated downward by a solenoid 93 which, as illustrated in Figs. 2 and 3, is rigidly mounted in the upper portion of the casing 9, but the armature is normally held up in the position illustrated in Fig. 6 by the spring 05 of the controlling valve, reinforced by air pressure when the system is charged.

Three terminals |0|, |02, and |03 are mounted on an insulating block |04 contained in the upper portion of the casing 9; two of these terminals |0| and |02 are electrically connected in a battery circuit in a manner later to be described. Two copper strips |05 and |05, are also mounted upon this insulating block and vertically dispose thereon. The coil of the solenoid 99 is electrically connected between the battery lead terminal |0| and copper strip |05, the other of the strips being electrically connected with the other battery lead terminal |02. Consequently when the strips are bridged and there is a difference of potential between the terminals |0| and |02, the solenoid will be energized, its armature drawn downward and the controlling valve moved from inert free air (upper) position to active power supply (lower) position, and there maintained until the solenoid is deenergized, when it is returned to running position and raises the armature as above described.

On the same bushing 6| which carries the driving yoke 1|, and below it, is rotatively mounted a slack-motion switch comprising a sleeved arm |0, having a slot in which engages a pin ||2 carried by and projecting downward from the driven yoke '|3. At the outer end of the arm is an insulated section carrying two independent spring contacts ||3, H3', electrically connected and lying in a vertical plane. These spring contacts, for a certain arc of movement, press upon the copper strips |05, |05', and constitute the means of bridging them, and thereby completing the solenoid control circuit.

The length and position of the copper strips |05 is such that when the engineers brake handle has been placed in release position they are bridged by spring contacts ||3, H3', and that this bridging will continue during counterclockwise movement of the slack-motion switch by the brake handle until the brake handle has reached a position between lap and service position.

' The length of the slack-motion switch slot illustrated is such that the engaging pin ||2 has free movement therein through a distance equal to its travel in moving the engineers brake han- .f

dle from running to lap position, but no further.

The copper strips |05, |05 are, therefore, always bridged by spring contacts H3, ||3 in manual release and running position, but never in service or emergency positions. They are bridged in lap position when that position is approached from release or running positions but not when approached from emergency or service positions.

The third of the terminals |03 is electrically connected with the copper strip |05 with which the solenoid coil is connected. Rotatably mounted upon this terminal, and electrically connected with it, is a spring retracted arm ||5 carrying a spring contact H6, which is normally out of contact with terminal |02 as illustrated in Fig. 3. The upper portion of pin '|2' is covered with insulation, and arm ||5 lies in its forward path of motion; when struck thereby it presses its spring contact I6 against terminal |02 and constitutes a second means of completing the circuit through the solenoidf Its closingposition is illustrated in Fig. 4, where the position ofthe parts is such that the bridging of thecopper strips 65; Hit by spring contacts! i3, H3 has not been broken at the time contact is made between the spring contact lit and the terminal m2, While in Fig. 5 the solenoid circuit is only completed through thespring contact Ht `and terminal i321, The contact llt is diagrammatically represented on Fig. l by the contact finger I its movable with theyoleli.` f

`lit will be noted that the closure of the 'circuit' bythe follow-up spring contact H6 can bee'ffooted only by the movement ofthe driving yoke under air pressure to put the valvel in lap' position, and that this closure is maintained through# out all movement of the engineers valve to service? or emergency position after it has been automatically thrown to lap position.

In addition to the function of the drivingV yoke 'il above described, it has the further function of opening a pilot valveito atmosphere causing a reduction of pressure in theequalizing chamber and equalizing reservoir. This-'pilot valve H19; whichis illustrated as a suitably faced spring closedpoppet valve seats against'its head I2?, which is adjustably secured into the upper `pofrtion of the casing 9 adjacent tothe-stationary portion of the stops "i4, 'M' to permit regulation of the extent of valve opening.` ItsY stem E2! passes through a guiding aperture at its head, and to assure a free passage of air when the valve is opened, is attened on three Vsides as indicated at 122, i22. It is in the line of forward travel of a lug |123 carried on the driving Vyoke ll, by which means the pilot valve is opened. In this connection'the stop i4, 14 has the additonal function to that above mentioned of preventing the jamming of the pilot valvehead l2@ by receiving the thrust from the driving yoke l I. (See Figs. e and 5.) The chambery of the pilot valve connects with the equalizing reservoir and equalizing piston chamber i9 by pipes E24, |54 and-32 and is illustrated as so connected through an additional part vl ll, which asabove set forth may be disregarded for the purposes oI this divisional application, pipes I2fl and lltbeing assumed as indirect communication with eachother.

The pilot valve H9 is so positioned and adi justed that when the driving yoke completes the `movement of the rotary valve to lap positiomit opens the pilotvalve the desired amount to effect the operation of the equalizing` piston 2| through reduction of air pressure above it, so that any appreciable clockwise movement of the driving yoke from its then position, asfor example whenthe engineers handlev is moved from lapposition toward running or release position, permits the pilot valve to close instantly under its own pressure.

We shall now proceed to describe the electromagnetic impulse transmitting and receiving means as well as the electric control devices and circuits of my automatic train brake system.-

Placed along the track are track magnets 32d controlled by traic'conditionsfrom suitable relays through the wayside signals or by any other suitable means so that current is suppliedvthereto and the magnet excited when a caution or danger condition exists.

An inductive receiver 40B cooperates with the track magnets and when it passes an excited track magnet an impulse vis transmitted to the receiver.

*Connected in series with the receiver Aim `is M3. An armature 'l l, which is normallyV in its lower contacting position, thereby closing a cir.- cuit at the-contac i2-i3, is attracted upon the receipt of a track impulse and starts operation of the further control devices, as will be seen hereafter.V

, A. commutator comprising a split metal shell fist mounted on a cylinder dei of insulating material which is'rotatable in the 'rection of the arrow forms part. ofV these. controlling devices. vThe shell of the cornmutator is stepped as indi cated diagrammatically in Fig. l to insure variablyV timed electrical engagement with ve contact fingers lit?, 5533, fffi, 95 and Ligt. The cominutator'is normally at rest in the position shown in Fig.' l and rotary motion is given to it under circumstances and in a manner later to be presented.

A., battery is connected at one end directly with a Contact linger 13% which is maintained inconstant contact with shell ltd except during the periods/hen it passes over the split or break across it. break is made narrow, its Width, however, :being sulcient to prevent bridging by contact ngers in passing therecver. The detector relay titl and winding of the receiver tilt are `connected in series through a regulating resistance M3.

Ther-contact finger 592 is connected with the clearv signal lamp and its shunt resistance Mand the. contact iinger 494 is connected with the danger signallamp and its shunt resistance i323'. These two lamp circuits are joined, and connected through the maintaining coil 433 and the shunt thereto formed by the armature ti l andY contact 326 oi' the detector relay im and thearmature t2 and contact Vai of the maintaining coil in series with each other, to the batterythrough a hand switch its?.

The noninductive resistance normally in circuit, that is, when the apparatus is at rest, is the clear lamp' @f5.2 and its shunt tt'; but when the cylinder isrotated from its normal position the danger lamp tt and its shunt 623 form such a resistance; VThe shunts to the lamps are for the l purpose of maintaining continuity of those parts of the circuits in the event of lamp failure. The normally closed clear signal circuit can `be traced as follows: Starting from battery MEQ, by contact 93, shell 5st, contact linger 492, lamp 422 and its shunt resistance 22', relay detectorarmature all, contacts and 55, armature 452, and hand switch i l Vto the battery. An inappreciable part of the current therein also passes through the maintaining coil 633. is broken at either contact $26 or '35i Vall of the then existing current will iiowthro-ugh the maintaining coil.

Whether or not the current from the battery passes throughl the maintaining coil when shuntcd7 as long as the ringer its?! is in contact with the shell the clear signal lamp will be illuminated.

On the rotation of the commutator the shell Vpasses out of contact with the finger teil, and after a. slight interval. makes contact with the finger This-breaks the normally closed clear signal circuit andcstablishes the danger signal circuit through thedanger signal lamp 623 and its shunt. The breaking of the iirst mentioned normally closed circuit deenergizes the maintaining coil. its and allows the shunt to it to be reestablished. v

The `operating coil itil is connected with the battery 2li on one side directly, and on the other If the circuit side through the contact 453 and the armature of the maintaining coil when that coil is energized. The spring-retracted armature 464 of the operating coil 459 forms a stop for the commutator, as will be hereinafter described.

The fourth contact linger 495 makes Contact with the shell 490, simultaneously with the finger 494. It is connected directly with the audible danger signal 498, here illustrated as a buzzer o1' bell, the circuit through which is completed by a fixed connection to the hand switch and thus to the battery.

The finger 496 makes contact with the shell 499 as the commutator continues in its rotation, thereby closing a circuit for the coil 99. This circuit includes the normally closed spring contacts EIS, H9 (shown in Figure 1 as a single contact H3) and in multiple thereto the normally open follow-up cont-act I I E of the engineers automatic valve head, (shown in Fig. 1 as Illia).

The circuit through the operating coil 460 which has been traced previously does not include any of the five contact fingers enumerated. The circuit for coil 459, which has already been traced, becomes energized following the energizing of the maintaining coil 433.

While any suitable driving apparatus can be used for rotating the commutator which will preferably rotate its rotation at a uniform and desired speed, the apparatus illustrated in the type of construction now under consideration comprises in part a spring driven mechanism similar in general construction and action to the mechanism of some alarm clocks. The commutator is rigidly mounted on a suitably supported shaft I9 driven from a shaft 5I I through bevel gears at like axle speeds. Upon the shaft 5II is also rigidly mounted a releasing disc 5I2 with a depression on its periphery. The spring retracted armature 454 of the operating coil is mounted on one end or an extended arm 5 I3 which is centrally pivoted and carries on the opposite end from the armature a small wheel 5I4 which in the normal or at rest position of the apparatus lies in the depression of the releasing disc. The arm 5 i3 also carries a xed pawl 5 I 5 which in the normal position of the apparatus engages in the teeth of high speed wheel 56 connected by a train of gears with the shaft 5II and arrests the rotation of the commutator. When the wheel 5I 4 is lifted from the periphery of the releasing disc 5I?! the pawl is out of locking engagement and the train of gears is released.

The clockwork, being locked in a state of unequilibrium, is set in operation by the energizing of the operating coil 469, which draws down its armature 464, clears the pawl SI5, and raises the wheel 5I4 from the depression in the disc 5I2. The rotation of the commutator now being begun, the wheel then rides along the periphery of the disc and holds the pawl out of locking engagement, but when the commutator and the disc have made one complete rotation, assuming that the operating coil 4GB is, by that time, deenergized, the wheel will drop into its depression and the pawl will return to its holding engagement. Deenergizing of the operating coil 460 prior to the time of one revolution of the commutator will not permit the pawl to be returned to its holding engagement because of the fact that the wheel 5 I 4 is held up in riding on the disc.

Operation Normally the equipment is in the condition as indicated in Fig. 1. The detector relay being normally inert, its armature 4I I is in the lower contacting position. The armature 452 of the maintaining coil 433 is also normally down and the series combination of these two armatures forms a shunt across the coil 433 which is thus practi cally deenergized` The clear light 422 is maintained energized through its circuit from battery 42D, through contact finger 493, commutator shell 490, contact finger 492, lamp 422, through armature 4I I, contact 426, contact 45l, armature 452, switch 49'I, back to battery. The circuits of the danger lamp 423 and alarm 498 are broken at the contact fingers 494 and 495, respectively. The circuit of the magnet 99 is broken at the contact finger 496 and the circuit of the operating coil 469 is broken at the contact 463 so that both coil 99 and coil 460 are deenergized.

When a track magnet 329 at the end of the block is energized due to the presence of a train (represented in Fig. 1 by car truck SIS) in the block in advance, it induces a current in the receiver 400 upon its passage thereby. This energizes coil 4I!) which now attracts its armature 4I I, thereby breaking the contact 426 and the shunt to the maintaining coil 433 and shifting the circuit through the visible clear signal 422 from the shunt around the maintaining coil into the maintaining coil itself. Simultaneously, the contact 45| opens, thus preventing, so long as the circuit is complete, the shunt of the maintaining coil being again re-established by the deenergizing of the detector coil and the closing of the contact 426; the circuit of the operating coil 46D at the Contact 463 is also closed, energizing the operating coil, which at once releases the clockwork of the commutator and starts the rotation of the commutator in a manner already described.

After the track magnet has been passed and the impulse in the receiver has died away, the detector relay coil is again deenergized and armature 4II drops.

As the commutator further progresses in its rotation there is set up a condition whereby the contact finger 492 of the visible clear signal 422 is broken, but the contact fingers 494 and 495 of the visible danger signal and audible danger signal 498, respectively, have not yet made contact. The maintaining coil 433 is thus again deenergized, thereby dropping its armature 452 and breaking the circuit of the coil 450 at the contact 463, but, as already explained, this does not stop the rotation of the commutator. The dropping of the armature 452 supplementing the dropping of the armature 4II re-establishes the shunt across the maintaining coil.

Upon further travel of the commutator the contact fingers 494 and 495 are brought into contact with its shell, contact finger 495 still being idle. Circuit of the Visible danger signal 423 is now completed through the shunt to the maintaining coil. Also the circuit of the audible danger signal 498 is completed and the engineer is warned both by visible and audible signals of danger ahead and the necessity of taking forestalling action to prevent an automatic brake application.

Upon further travel of the commutator it brings the Contact nger 496 into contact with the shell 490, and should the engineer not forestall at the proper time (by an action later to be described) it completes the circuit of the solenoid 99 of the engineers valve head, thereby causing an automatic application of the brakes as follows. As can be readily seen from Fig. 3

`Winch shows the engineers valvewin its 4normal running position,. as the solenoid 9.9v has'` its cir.- ,cuit ,completed it will n draw .downward `its `armature 95 and Vplace the controlling valveV .80in

its power supplying position by means .of .operatingrarm 95. Pressure air will then beadmitted .through the .controlling valve,as above described, ,into the motor cylinders` .68, t8', andwill `.thrust the pistons-outward androtatc the driving yoke Il Hcounterclockwise; The pins 12, 1.2""o`n vthe .driving `yoke `will then engpageandu'rotatev the ,radial arms of the driven yoke, which in turn ,will jmove the rotaryvalve to lap position, fand ,-afnallyy =the driying yoke at the 4limit of its .motion `will open the normally closed pilot valve U9. The `openingof vthe pilot valve in turn automat-i.- .cally `,effects the application of the Abrakes by reducing `pressure in egualizing reservoir` and scualizing piston chamber.` e

. The motion of tloeiengineers handle `androtar-y Valve is .op-posed by .two forces, one, the friction and Ycom-pression of spring tongue the engi-neers handle onthe notch sector `6,2, which .may be considered 4about the sametvhatever the .air pressure, andthe other the frictionjof the notary valve on its face, ,and of the rotary valve spindle against its air seat, which friction will `,i1-,ary about directly as` the airpressure. These forces .are ,to be Vtaken into consideration in ad- .jlustifng thet-hrottlingfvalve 99, the adjustment olf .Whchshould.be,such that While the rotary valve is automatically moved to lap position, it .is not `done so withsucha speed that its mc- `inennxm .carries `i-tbeyond that position.

, However, `should Vthe engineerbe alert .and take advantage of the signal-,indication he may prevent such .automatic .brake application by `break- '.ing .the circuit of the .coil 99 atpthe contacts M3., 1,113" (illustrated. as a simple contactgI-I .in Fig. l) `of "the engineers automatic .valve head'. ,Aswhas'already'been described, the contacts` are broken vif Athe eng-ineers brake .valve 1 handle is l moved to service or emergency position `or is brought ,to lap posi-tion approached from service oriemergencyposi-tion. i f n 'The engineer thus may forestall Aan automatic brake application, but only before the automatic .brake application has started, )as yonce .the -coil .99 has .been energized the brake -valve :is moved `by automatic vaction into lap position and thereby .closes the follow-up contact .|116 Ain the ,en-

.-gineerfs fbrakevalve head, this contact-.it .be-

-ing in .shunt to the .contact `I I3 and thus closing `thexcircuit of .coil 9.9 independently of ycontact Upon "further rotation ofithe ,commutator the :circuits Aof .the danger light M3.,V the alarm 498 and `.the coil 99 Will 'be broken ,at the 4contact fingers A94, 1595, 49.6-, .and whenthe .commutator "has -completed its rotation the circuit of the clear light 422 will again be made atthe .contact 492. In this position the Wheel 5M `of the .armature arm of the operating coil dell drops into the depression in the releasing disc 5&2, Which per- `the pawl 515 to lock `the `high Speed gear 4and f arrest the `movement of `the -commutator in the normal running position.

.It `will be seen, therefore, that upon completion .of movementof the commutator the electric control of .theequipment is automatically restored to .normal whether an automtaic brake application .has `taken place or has ybeen forestalled. i

If a lforestalling ,action has been taken, no Apneumatic part of the .automatic .brakefequip- .automatically applied -are heldfso until manuallyV released by the .engineersbrake handle being moved, ordinarily, into release position. This .not only releases the' brakes but restores the 'motor pistons .and driving yoke to the position illustrated' Fig. 3, in'readiness fora second automatic application.

'It should be` noted that when the parts Vof the automatic valye head .are free from automatic :actionthe engineer has the .entire sweep of his sector,` and with perfect freedom and Without interference can manipulate his brake handle and apply and release hisbrakes in the ordinary manner; also, that .during .automatic braking .the rotary Valve `is capable of manual movement to .either extreme .position `of itsV sector, its move- `ment toward release position being opposed and hindered by the pressure in the motor cylinder 68, 68', While perfect `freedom is given such movement to a further brake applying position.

While theconstruction `of apparatus and the connections of the brake ,operating circuits as shown .inFigsg l to .9 embdy a normally open circuit ,method of operation, it is evident that the closed circuit method may be used by obvious changes in lany partof `drin the Whole system.

fsucnis indicated innig. i1, which snows .the eieetric circuits only, and so far as track and `detector and .allied vcircuits are concerned, is the Same as Fig. 1,

In Fig.. 11 the commutator shell 490 is changed in formonits right-'hand end so that solenoid 99 is in a .normally closed circuit and Vhence is energized bycurrent from battery 4129. g The solenoid when energized, `instead of pulling down the lever `95 (see '.Fig. 6) to operate fthe controlling valve 8.9, holds it up, the ljlever :being Vpulled byits oper- .ating spring when released against the plunger 9 5 of the ,controlling valve 80. Such release of the lever Will occur Whenever the current in coil A99 is broken from Aany cause; normally, this happens vvhernas the commutatore!!! advances in its rotation, contact finger 496 breaks contact.

(It should be noted -in Fig. l1 `that the commutator is Vshown as having just started its `rotation due lto the receipt of a track impulse.)

To 'effectthe same `control of the 4action of the `solenoid 99 .as in the open circuit method through .the movementof a slack motion switch by the rotation of thespindle of the engineers 'brake valve, it is'necessary to havethel slack-motion contacts H3 `close a maintaining shunt upon the finger i596 .when a manual brake application is fmade andthe follow-up contactr I l opens `the same shuntcircuit when an automatic applicavtion is "made This isillustrated in Figs. 12 to 15. `The contacts I05a1 and 195o' are now bridged by the contact I I 3 in the' service and emergency positions yand `in the flap position when approached from service position, and electric connection is normally maintained through contact spring lla,

but interrupted when an automatic brake appli- .cation takes place. Y

From the foregoing description it will appear that I have provided for train control apparatus whereby the receiver and the detector will transmit an impulse to the locomotive equipment every time an active track element is passed, setting up an alarm to indicate the fact that the track element is alive and that the apparatus is intact. The forestalling thus restricts itself only to the prevention of a brake application and not to the receipt of a track impulse.

It also appears that to prevent an automatic brake application forestalling action has to be taken within a given limited period of time, after the expiration of which the forestalling means are ineffective. t further appears that by connecting the forestalling means to the operating handle of the engineers brake valve and making said means effective under conditions and in positions in which the handle can not be kept unduly long without the engineer losing control of the train, I have made it unfeasible to maintain the forestalling means for an unlimited time in their operative position.

I have also shown automatic restoration means whereby the automatic brake controlling device will be restored to normal without the receipt of any further track impulse in case a brake application has been forestalled, and partly automatically and partly manually in case an automatic application has been received.

The foregoing detailed description has been given for clearness of understanding, and no undue limitation should be deduced therefrom but the appended claims should be construed as broadly as permissible in view of the prior art.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent is:

1. In an automatic train control system the combination of trackway means controlled according to traiic conditions, a coil-surrounded vehicle element registering withthe trackway means as the vehicle proceeds along the track, said vehicle element and trackway means forming a charged inductive couple under danger conditions, means responsive to changes in the electromotive force of the coil, means controlled by said responsive means for effecting an alarm and initiating an automatic brake action, manually operable means for forestalling the automatic brake action, and means for automatically restoring the responsive means to normal condition without further registration of the ve- ,hicle element with trackway means.

2. In an automatic train control system the Acombination of trackway means controlled according to traffic conditions, a coil surrounded vehicle element registering with vthe trackway means as the vehicle proceeds along the track,

,said vehicle element and trackway means forming a charged inductive couple under danger conditions, means responsive to changes in the electromotive force of the coil of the vehicle ele- .ment, means controlled by said responsive means vtion of the vehicle element with trackway means,

and means for producing an alarm signal intermediate the actuation of the responsive means and the initiation of said automatic brake action.

3. In an automatic train control system the combination of trackway means controlled according to traic conditions, a coil-surrounded vehicle element registering with the trackway means as the vehicle proceeds along the track,

said vehicle element and trackway means forming a charged inductive couple under danger conditions, means responsive to changes in the electromotive force of the coil of the vehicle element, means controlled by said responsive means for effecting an alarm and initiating an automatic brake action, means for automatically restoring after a time interval the -rst responsive means to normal condition without additional registration of the vehicle element with trackway means, and means for forestalling the automatic brake action during the interval of initiation of the change in and restoration to normal of the responsive means.

4. In an automatic train control system, in combination, track impulse devices and vehicle carried brake control apparatus, said apparatus comprising an electro-pneumatic valve and an energizing circuit therefor, de-energization of the electro-pneumatic valve in response to a track impulse causing an automatic brake application, a manually operable device for forestalling by prior operation the de-energization of the electro-pneumatic valve and a normally closed circuit-breaker, opening of which prevents the forestalling device from being effective in maintaining the electro-pneumatic valve energized.

5. In an automatic train control system, in combination, track impulse devices and vehicle carried apparatus, said apparatus comprising an electro-pneumatic valve and an energizing circuit therefor, said electro-pneumatic valve being de-energized in response to a track impulse, and a manually operable device effective to prevent de-energization of the electro-pneumatic valve while energized, but not re-energizing said electro-pneumatic valve after it responded to de-energization thereof.

6. In an automatic train control system comprising trackway means in each block controlled according to trafc conditions and a vehicle carried element registering inductively with the trackway means as the vehicle moves along the track, the combination of an electro-pneumatic valve for effecting an automatic brake application, a circuit-controlling device therefor intermediate the vehicle element and the electropneumatic valve, means for both changing the condition of the intermediate controlling device from, and then restoring it to, normal condition in response to a single registration of the vehicle element and trackway means, and means for forestalling the operation of the electro-pneumatic valve during the interval of initiation of change in and restoration to normal of the control circuit.

7. In an automatic train control system the combination of an electro-pneumatic valve for initiating an automatic brake application, an energizing circuit for said valve, Withimpulse transmitting means along the track to open the circuit of the electro-pneumatic valve, manually controlled forestalling means for maintaining said valve energized in spite of receipt of a track impulse said manual means effective only if operated prior to the initiation of the automatic braking, and means for preventing the manually controlled forestalling means from being effective after the `automatic brake application has started.

8. In an automatic train control system comconditions,` a vehicle element registering inducracontes prisingtrackway means in `eac'hblocl; controlled according to'tramc conditions,` and a yehicleelement registering inductively With the trackway meansas the `vehicle movesfalong the trackto `term a magnetic couple, the combination of an electro-pneumatic valve .for effecting :an :automatic "brake application, .a controlling, device `ther-efor intermediate the; vehicle` element and ltherpneumatic valve, means `for manually `fore- -stalling the operationof -fthefvalve, fandlmeans for `both iirst changing the intermediateucontrolling deviceitrom, and then restoring it to, normal condition in response Lto axsingle registration'of the `vehicle element and trackway means.l l

9., In lan :automatictraincontrol system comiprvising trackway means .in Leach block controlled `accor-ding -totraflic conditions,` anda vehicle Aelement registering `inductivelywith the trackway meansasthe vehicle movesialong the .trackto form a magnetic couple, the combination-'divan electro-pneumatic valve f-oreffecting an automaticibrake application, :a maintaining circuit for the pneumatic Avalveandia;l circuit-:controlling device therefor intermediate 4the f vehicle element `and the pneumatic Svalye, lmeans `for both `rlrst chang-ing 'the intermediate controlling device from, and thenrestoring Iit to normal `condition `in responseto asingleregistration of the vehicle "element and trackvvay means, Vandmeans for -1forestallingY` the operation of `the electro-pneu- :matic valve during 'the interval of the initiation of change in and restoration to normal condition -of the `ilcircuit-.controlling device. i o "10. "In an automatic train control system the combination of trackway means controlled `according to trailicconditions, a `Vehicle `element tro-pneumatic valve to initiate VVan automatic brake application, `means initiated bythe same Vtrackvvay means for automatically resetting ysaid `influence responsive means, and lmeans under manual control for' preventing an automatic brake application.' n i 11. In` an automatic `train control system; the combination of a trackway means controlled according to traffic conditions, Va `vehicle element registering inductively with said'trackway.` means, -a normallyenergized electro-pneumatic valve f or `effecting when deenergized @an automatic brake application, mean-s `responsive to a :change in the -circuit of the vehicle` element nponmegistering Iwith a single tra-:ckvvay` element, toboth change r:and restore `the circuit of. said `electro-pneumatic vali/e, fand" manual means iornulliiying ther effect of the initial change insaid circuitfV 12. In an automatic traincontrol .systemcom- `prising trackway means under control ofv traffic tively with the :trackway means,` a circuit controlling 4dev-ice :associated with the vehicle ele- -ment, `anl electro-.responsive valve controlled therebyfzfor initiating an `automatiobrake application `and `memos initiated by `a change in the (vehicle element on registration with and passage `over asingle trackelement to `iirst change from and then to restore to normal condition the controllingf circuit lci' the electro-,pneumatic Valve,

13.` In an `aut'onlatic trainlcontrolsystem comprisingi track-way means sunder, control g of traine conditions, Va vehicle` element registering inductively, withthe trackway means, a circuit-controlling `device 'associated with the `vehicle element, an electro-pneumatic valve controlled thereby .for initiating an automatic `brake application, Ameans initiated by a change in the the electro-pneumatic valvie :because of the pasy,sage of the vehicle elementcver a single track- .Way element.`

f 14; In an automatictraincontrol system, trackkWay elements .active under `adverse traiiic conditions, iandyvehicle apparatus comprising means to inductively register with the trackvvay elements and to be. iniiuenced thereby when the trackway nelements yareaotive,brake apparatus anda normally `energized :electro-pneumatic valve -for the `control `oi `said apparatus to cause lan automatic brake :application `when, said vehicle `element registers with `an active trackway element, and manual means which if brought into an operativeposition will prevent `de-energizationof the electro-pneumatic valve, but Will not re-energize :it after it nas responded to de-energization.

1,5. In anautornatic train control system, vehicle .carried apparatus :comprising normally `inactive brake applying `means including an enf gineers valve, .and a normally energized electro- `pneumatic valve to `cause when die-energized movement of said engineers valve and an automatic :service application of the brakes, and man- .ually operable means effective to prevent deenergization of said electro-pneumatic valve but noteiective to re-energizeit after saidengineers valve has responded to de-energization of said electro-pneumatic valve. i

16. an automatic train control system comprising trackway- .means active in case of adverse traffic conditions andwa vehioleelement regis- -teringinductively `with the trackway means as the Vehiclemovesgalong the track, brake apparatus on the vehicle` and a normallygenergized electro-pneumatic valve for. the control thereof, said valve effecting when de-energized an automatic brake application, a normally closed Contact to control the energization of the electro-pneumatic valve and adapted to be opened by the registra- :s

tion of the vehicle element with active trackway means, ,manual `forestalling means,"which when brought into an operative position maintain the electro-pneumatic valve energized in spite of the 'opening of said contact, provided they .have been `lorcoight into such position before response of said electro-pneumatic valve to the opening of said normally closed contact, said forestalling means if maintained in their operative position causing abnormal condition oi the brake apparatus. Y i 1'?. In an` automatic train control :syst.em, in combination, trackway velements and vehicle apl- 4paratus comprising a normally energized brake initiating pneumatic valve and an electric relay `controlling it, an alarm and areceiving element `Which upon inductive registration with a `single trackelement produces successively a change in the electric condition of the controlling relay,

then an alarm, then the restoration of the relay.

vto normal and manually operated ,mea-ns. for

maintainingthe brake initiating valve in an inactive condition during the successive changes.

18. In a train control system, the combination with car-carried means comprising an electroresponsive brake control device and its armature to control a normally inactive brake-setting appliance which when active causes an automatic application of the brakes, of influence-communicating means at predetermined'control points on the track which is traino conditions in advance are dangerous always operate the brake control device and its armature and thereby tend to operate the brake-setting appliance, a circuitcontroller actuated if an automatic application takes place, and manual forestalling means to prevent operation of the brake-setting appliance provided the circuit controller has not been 'actuated in spite of the operation of the brake controlling device.

19. In a train control system of they inductive type, car-carried apparatus comprising a group of electro-responsive devices and electric circuits governed by same, these devices and circuits being interlocked so as to cause a successive operation of the devices; a normally closed circuitcontroller controlled by the last electro-responsive device, and manually operable means to prevent operation of the last electro-responsive device in spite of the operation of the other electroresponsive devices said manual means being effective only if said circuit-controller is in its normal condition.

20. In a train control system the combination with trackway devices of car-carried apparatus comprising a plurality of electro-responsive devices said devices always changing their electric condition when a trackway device set for danger condition is passed, and anotherI electro-responsive device change in the electric condition of which can be prevented by manual forestalling means, said last named electro-responsive device controlling a circuit-controller which When operated prevents the manual forestalling means from being effective.

21. In an automatic train Control system a brake control device inactive when energized, a main energizing circuit and an auxiliary circuit for said device, manual means to close the auxiliary circuit and means to prevent the auxliary circuit from being closed if the brake control device is in its active condition.

22. Vehicle-carried equipment for automatic train control comprising a normally energized electrically controlled operable device, a main circuit and an auxiliary circuit therefor, said auxiliary circuit maintaining said device energized but not being capable of re-energizing it after it has been operated, and manual means to close said auxiliary circuit.

23. In a train control system, vehicle-carried means comprising brake-applying apparatus and a normally energized solenoid which when deenergized causes actuation of the brake-applying apparatus, an energizingcircuit for the solenoid including a normally closed contact of a timecontrolled contacter; a normally open energizing circuit including a contact which when manually closed prevents deenergization of said solenoid, and a circuit-controller, operation of which prevents the closing of the auxiliary circuit.

24. In an automatic train control system for railway vehicles, vbrake control apparatus on the vehicle having an energizing circuit, traino-controlled means partly on the vehicle and partly on the track for interrupting said energizing circuit, a normally open auxiliaryv maintaining circuit including the vbrake control device, manually operable means for closing said maintaining circuit at one point, and means responsive to the operation of the brake control device for interrupting the auxiliary circuit at another point when said device is operated.

25. In a train control system, a normally energized brake control device on a vehicle, means for controlling said device from the trackway in accordance with traiiic conditions, a circuit controller iniiuenced from the trackway to deenergize the brake control device, a normally open auxiliary energizing circuit to maintain said device energized in spite ofthe opening of said circuit controller, said auxiliary circuit comprising in series a normally open and a normally closed contact, manually operable means for closing the normally open contact, and means to open the normally closed contact upon operation of the device.

26. In a train control system car-carried apparatus and trackway devices cooperating in case of dangerous trailic condition, the car-carried apparatus comprising an electro-responsive brake control device having `a normally closed maintaining circuit opened upon cooperation with the trackway devices, an auxiliary circuit to maintain the brake control device energized in spite of such cooperation, a time mechanism which following a fixed time interval after its actuation operates a circuit controller in the maintaining circuit of the brake control device, said auxiliary circuit being ineffective to energize the brake control device after said circuit controller has been operated.

27. In an automatic train control system, brake apparatus comprising the usual engineers valve, a normally energized electro-pneumatic valve deenergization of which results in movement of the engineers valve and in an automatic service brake application, trackway means to cause deenergization of the electro-pneumatic valve in case of danger conditions, and manual forestalling means to prevent de-energization of the electro-pneumatic valve but incapable of reenergizing said electro-pneumatic valve after said engineers valve has responded to de-energization of said electro-pneumatic valve.

28. Vehicle-carried equipment for the control of the brakes thereof comprising, a normally energized normally inactive electrically controlled brake control device, a normally closed main circuit for said device controlled in accordance with traino conditions in advance of the vehicle, an auxiliary circuit for said devicel closed at one point When said device is in its normal inactive condition, and manual means for closing said auxiliary circuit at another point.

29. Vehicle-carried equipment for the control of the brakes thereof lcomprising, a normally energized normally inactive electrically controlled brake control device, a normally closed main circuit for said device controlled inductively from the trackway in accordance with traflic conditions in advance of the vehicle, an auxiliary circuit for said device closed at one point when said device is in its normal inactive condition, and manual means for closing said auxiliary circuit at another point.

30. Vehicle-carried equipment for the control of the brakes thereof comprising, a normally energized normally inactive electrically controlled brake control device, a normally closed main circuit for said device opened if trailic conditions in advance of the vehicle are dangerous, an aux- 

